Governor for internal-combustion engines.



G. H. TAYLOR.

GOVERNOR FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED AUG. 13, 1914.

1,133,679. Patented Mani- 0, 1915.

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G. H. TAYLOR.

GOVERNOR FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED AUG. 13, 1914.

1,1 33,679. Patented Mar. 30, 1915.

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CHARLES HAROLD TAYLOR, OF MERE, ENGLAND, ASSIGNOR F ONE-HALF T0 RICHARDWILSON GOURTICE, OF BLOEMFONTEIN, ORANGE FREE STATE, SOUTH AFRICA.

GOVERNOR FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Mar. 36, 119315.

Application filed August 13, 1914. Serial No. 856,699.

T 0 all whom it may concern:

Be it known that I, CHARLES HAROLD TAYLOR, a subject of the King ofGreat Britain, residing at Mere, in the county of Wiltshire, in England,have invented certain new and useful Improvements in Governors forInternal-Combustion Engines, of which the following is a specification.

My invention relates to a governing de- '10 vice whereby the amount offuel supplied to an internal combustion engine is regulated, andparticularly to a two-stroke internal combustion engine.

The object of the invention is to provide a governing device which shallregulate the amount of fuel in accordance with the speed so that thelatter shall .remain constant under varying loads.

A further object of my invention is the provision of a governor whichshall be positive in its action on the fuel supply.

Another object of the invention is to provide means whereby a fuelsupply, as just noted, may be combined with an air injector for sprayingthe fuel into the engine.

Other objects of the invention will appear hereinafter the novelcombinations of ele-' ments being pointed out in the appended claims.

Referring to the drawings: Figure 1 rep- .resents a longitudinal sectionof my improved governing device as applied to a two-stroke explosionengine; and Fig. 2 is an end elevation showing the application of theinvention to a fuel supply device combined with an air injectionapparatus.

Although the governing'device isillus trated as adapted to a two-strokeexplosion engine it may with slight modifications be 49 used equally aswell with engines on the four-stroke cycle.

7 In the valve gear shown in the drawings, which I have claimed in anapplication copending herewith, filed August 13, 1914, Serial No.856,698, the lever 12 controlled by the spring 27 operates a fuelplunger 17 through the arm 16, and also an injection air valve 14through the arm 13, but it must be understood that so far as thisinvention is concerned the governing occurs in regard to the fuelplunger 17, which is operated on its suction stroke by the spring 18 andclosed by the action of the spring 27 on the lever 12, the amount of thede- 7 livery stroke of, the plunger and consequently of the fuel, beingvaried by the movement allowed to the roller 26 of the lever 12 where itabuts against the rotary member 10. The rotary member, which in theexample illustrated is the cam 10, and lsplaced directly on the crankshaft 9, is provided with a slanting depression, or flat, 31 of whichthe highest'point is nearly level with the normal perimeter of the cam,and the lowest point descends to the cam boss, which is the position ofmaximum delivery. The cam 10 also carries a nib 30'projecting above thenormal perimeter which, cooperating with the lever 12 and its arm 13,opens the injection air valve 14 against the action of the spring 15,and thus sprays the fuel from the delivery valve 33 through the passage22, into the combustion space 23 where it is'ignited by the hot bulb24:. The cam 10 slides on the feather 36, while rotating with the shaft9, and it is connected to the centrifugal governor 37 whose arms openand close according as the speed of the shaftis high or low,consequently the roller 26 will pass over a different section 80 of theincline 31 for each varying position of the governor arms 37, therebyallowing of the spring 27 increasing the stroke of the fuel plunger 17when the speed is low, and

vice versa when it is high by reason of the roller only slightlyentering the depression.

Whatever the amount of fuel the injection air will blow it into thecylinder as its force will not vary, being actuated to the same extentat each revolution by the nib 30. The

suction stroke of the plunger is actuated by the spring 18, and itsextent is limited by a stop 38 so that it is not affected by the camprojection 30 at all. The spring 27 may be attached to any convenientpart of the framework and it should be noted that it is really themotive power which works the plunger 17, the cam and its incline beingonly a controlling device for the travel of the lever 12.

The operations of the two-stroke engine, comprising the main cylinder 1with its hollow piston 3, extension 4, and the fuel injection apparatusillustrated, are disclosed and claimed in a co-pending application filedby me on August 13, 1914, Serial No. 856,698 for an improvement intwostroke gas engines.

Having thus fully described my invention and without limiting myself tothe precise details of construction or arrangement of parts hereindisclosed, what I claim and desire to have protected by Letters Patentof the United States is 1. The combination with a spring controlledplunger with limited stroke a suction valve and a delivery valvecontrolling the supply of fuel to an internal combustion engine, of aspring controlled lever member for operating the said plunger, a rotaryreciprocating cam mounted on the engine shaft and having a slantingdepression on same below its normal perimeter, an arm on the levermember cooperating with the slanting depression on the cam to regulatethe delivery stroke of the fuel plunger, a centrifugal governor bossadjoining the said cam attached to and rotating about the same shaft inunison with the cam, weighted angular levers pivoted on the saidgovernor boss and connected directly to slots in the cam boss, and aspring encircling the engine shaft interposed between the cam boss andthe governor boss, substantially as and for the purpose set forth.

2. The combination with a spring-controlled fuel admission device andspringcontrolled air injecting device on an internal combustion engine,of a spring-controlled lever member for operating the said devices, arotary reciprocating member controlling oscillation of the lever memberand having its rotation in fixed ratio to the speed of the engine, aprojection at one place on the rotary member, a surface at a secondplace on same which slants relatively to the direction of reciprocation,an arm on the lever member controlling the fuel admission device throughthe medium. of the slanting surface on the rotary member, an arm on thelever member operating the air injection device through the medium ofthe projection on the rotary member, and means for varying thereciprocatory position of the rotary member in accordance with the speedof the engine.

3. The combination with a spring-controlled fuel admission device and aspringcontrolled air injecting device on an internal combustion engine,of a spring-controlled lever member for operating the said devices, arotary member controlling oscillation of the lever member, a slidingconnection between the rotary member and its supporting shaft, aprojection at one place on the rotary member, a surface at a secondplace on same which slants relatively to the direction of reciprocation,an arm on the lever member controlling the fuel admission device throughthe medium of the slanting surface on the rotary member, an arm on thelever member operating the air injecting device through the medium ofthe projection on the rotarymember, and a centrifugal governor connectedto and rotating in unison with the rotary member so that thelongitudinal position of the latter on its support is dependent upon thespeed of rotation, substantially as described herein.

4. The combination with a spring-coir trolled fuel admission device andspringcontrolled air injecting device on an internal combustion engine,of a spring-controlled lever member for operating the said devices, acam on the engine shaft having a sliding connection thereto, aprojection at one place on the cam above its normal perimeter, aslanting depression on the same below its normal perimeter, an arm onthe lever member cooperating with the slanting depression on the cam toregulate the fuel admission device, an arm on the lever membercooperating with the projection on the cam to regulate the air admissiondevice, and a centrifugal governor carried by the engine shaft inconnection with the sliding cam thereon.

5. The combination with a spring-controlled plunger of limited suctionstroke a suction valve and a delivery valve controlling the supply offuel, and a spring closed valve controlling the supply of injection airto an internal combustion engine, of a spring controlled lever memberfor operating the said plunger and the said air valve, a cam on theengine shaft having a sliding connection thereto, a projection at oneplace on'the cam above its normal perimeter, a slanting depression onthe same below'its normal perimeter, an arm on the lever membercooperating with the slanting depression on the cam to regulate thedelivery stroke of the fuel plunger, an arm on the lever .membercooperating with the projection on the cam to regulate the air admissionvalve, and a centrifugal governor carried by the engine shaft inconnection with the sliding cam thereon.

In testimony whereof T have aifixed my signature in presence of twowitnesses.

CHARLES HAROLD TAYLOR. Witnesses JOHN WILLIAM THOMAS, Gnonon WEAVER.

